Car-tipple.



No. 688,727. Pat ented Dec. m, mm. c. GESKE & c. MILLER.

GAR TIPPLE.

(Application filed July 17, 1901.) (No Model.) '3 Sheets-Sheet I.

W WITNESSES- L x (No Model.)

WITNESSES:

Patented Dec. l0, Hill.

C. GESKE &. [2. MILLER,

CAR TIPPLE.

(Application filed. July 17, 1901.1 7

3 Sheets-Sheet 2.

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No. 688,727. Patented Dec. l0, l90l.

- 6. 858K581, C. MILLER.

CAR TIPPLE.

(Application filed Jyxly 17, 1901.) (No Model.)

3 Sheets-Sheet 3.

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CHARLES GESKE AND CHRISTIAN MILLER, OF SEATTLE, WASHINGTON.

CAR-TIPPLE.

SPECIFICATION forming part of Letters Patent N 0.. 688,727, datedDecember 10, 1901.

Application filed July 17, 1901.

To all whom it may concern.-

Be it known that we, CHARLES GESKE and CHRISTIAN'MILLER, citizens of theUnited States, and residents of Seattle, in the county of King and Stateof Washington, have invented a new and Improved Oar-Tipple, of which thefollowing is a full, clear, and exact description.

This invention relates to a means for automatically dumping railwaycars,and comprises certain novel elements by means of which the cars may berun successively onto the tipple and successively dumped, the operationsbeing such that the one car is automatically pushed off of the tipple bythe car next following,whichlattercar is then dumped in its turn.

This specification is a specific description of one form of theinvention, While the claims are definitions of the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part ofthis specification,

in which similar characters of reference indicate corresponding parts inall the views.

Figure 1 is a plan view of the invention, showing two of the tipplesarranged im mediately adjacent to each other. Fig. 2 is a side elevationof the same with parts broken away. Fig. 3 is a side elevationillustrating the operation of dumping. Fig. 4 is a section on the lineat 4 of Fig. 3. Fig. 5 is a section on' the line 5 5 of Fig. 2. Fig. 6is an enlarged plan view of the tipple, and Fig. 7 is a reduced sideelevation illustrating the operation of the tipple with respect to theloaded and unloaded cars.

The tipple is designed especially for use in mines, although obviouslyit could be used in other connections. Owing to our invention any numberof these tipples may be construced one after the other on a single lineof track. In Figs. 1 and 2 we have shown two. This provides for dumpingthe contents of the cars at any point desired.

Each tipple comprises a cradle made up of rail-sections a, joined bycrossties at, the mid dle of said cross-ties being formed at its endswith hangers 64 having laterally-projected trunnions a rockably mountedin bearings Z), carried on the string-pieces b of the track ortrestle-work. The end cross-ties a are joined by diagonal stringers awith the Serial No. 68,618- (No model.)

hangers o The cradle thus mounted is capable of swinging from thehorizontal position shown at the left-hand end in Fig. 2 to the tiltedposition shown at the right-hand portion of said view. The rail-sectionsa are adapted to register with the rail-sections b of the railway, sothat the cars may pass continuously over the parts a and b when they arein proper adjustment. (1, indicates a counterweight, which returns thecradle, with the empty car, to its horizontal position. Mounted at eachside of the cradle is a wheelchock 0. These chocks are pivotally mountedon vertical axes, (indicated at c in the drawings,) so that the chocksmay swing sidewise into and out of the path of the wheels of the car.When the chocks are in the position shown at the left-hand end of Fig.1, the car may pass unobstructed over the rail-sections a; but when thechocks are thrown inward, as shown at the right-hand portion of Fig. 1,they engage the wheels of the car and arrest the further movementthereof. The chocks 0 have bars 0 pivotally connected thereto, and thesebars extend inward diagonally toward each other and are connected to alongitudinally-reciprocal rod 61 through the medium of a flangedsleeved, fastened to the rod, and to which flanged sleeve the bars 0 arepivoted. Therod dis held on the cradle to reciprocate longitudinallythereof and is pressed leftward, as in Fig. 1, by means of an expansivespring d bearing between a transverse bar a on the cradle and a collar don the rod (1. This spring serves, therefore, normally to hold thechocks c in operative position. The rear end portion of the rod d has abox 61 fixed thereto, and this box carries, as best shown in Fig. 6, aroller cl, which is engaged by a lever e, fulcrumed on the bed of theroad or trestle. This lever e is so arranged that when the cradleis inhorizontal position the lever engages the roller (1, and by moving thelever the rod d'may he slid in its bearings contrary to the pressure ofthe spring (Z W'hen, however, the cradle rocks, the roller (1 is movedout of engagement with the lever e and the action of the lever on theroller is ml.

The lever 6 has a weight c connected therewith through the medium of acord e and a guidesheave a This weight serves to hold the lever normallyin the position shown at the right in Fig. 1 and in Fig. 8that' is tosay, to hold the lever with its end which acts on the roller (1 drawnbackward so that when the cradle returns to its horizontal position theroller (1 drops into proper engagement with the lever and does not hiton the side thereof.

f indicates a stand for a lever or levers. In Figs. 1 and 2 we haveshown two levers, ((lesignatedf.) These levers are one foreach of thetipples shown. The levers f may be arranged separatelyfrom each other,or if arranged as preferred they will be all put immediately adjacent ina single stand, so that one person may readily actuate them. Each leverf has a cord f attached, this cord extending to the lever e. The lever 6further carries a cord g, which is connected with a crank g on arock-shaft g, mounted in the bed of the railway and having anupwardlyprojecte'd arm g adapted to be struck by the car and throwndownward in the manner indicated in Fig. 7.

The rail-sections a of the cradle are normally located in horizontalposition, so that they will aline with the sections 12 0f thetrackrails, and these parts aan d b may be held rigidlytogether bymeansoflatch-plates h,which are slidably mounted at each side of eachrailsection and connected together in pairs by transverse bolts passingthrough slots in the web-sections a of the cradles. These latchplatesare capable of being projected beyond the rail-sections a. to engage thesections 19 at opposite sides of the webs between the balls andbase-flanges thereof, thujs locking said parts together. Thelatch-plates h are pivotally connected to bars h, which extend inward toand have rigid connection with the rod d. This rod under the action ofthe spring d serves normally to throw the latch-plates h into inactiveposition.

When a leverf is thrown to the left-hand position, (see Figs. 1 and 2,)it throws the lever 6 in such a manner as to move the rod 61 against theaction of the spring (1 thus throwing outward the chocks c and throwingthe latch-plates it into active position. This not only adjusts thecradle so that a car may pass unobstructedly over it, but it also locksthe cradle horizontally, so that no impediment will be offered by therails to the passage of the car. The above-described movement of thelever f also results in the slackening up of the cord g, thus allowingthe arm g to fall into horizontal position, so that it cannot be struckby the car in passing over the platform of the tipple. When, however,the lever f is thrown into the opposite position, (the righthandposition in Figs. 1 and 2,) the cord 1 will be slackened and the lever ewill be allowed to assume the position which is influenced by the springd -that is to say, such position as will permit the checks 0 to swinginward into active position and the latchplates h to move backward intoinactive positionthus allowing the cradle to tilt. Now when a car rollson a tipple thus adjusted it first strikes the arm g of the shaft 9, andduring the time that this arm is engaged the latch-plates it will bethrown into active position and the checks 0 moved outward. (Seeleft-hand end of Fig. 1.) When, however, the wheels of the car pass thearm 9 the parts will again assume the position shown at the right-endend in Fig. 1 and the car in rolling on the platform will engage itswheels on the checks 0, thus arresting the movement of the car. Theweight of the loaded car will now cause the tipple to rock, as indicatedin Figs. 2 and 3, and by the action of a camblock 71 on suitable latchmechanism on the car the car will be automatically opened and itscontents dumped, as illustrated in the drawings. As soon as the car isemptied, the counterweight a returns the cradle to its horizontalposition, and the parts then lie as shown at the right-hand end ofFig. 1. Now when the next car passes along the track and strikes thearmy it will momentarily throw open the checks 0 and operate thelatch-plates h. The parts then assume the position shown in Fig. 7.After this the loaded carstrikes the empty car and before the chocks 0have had time to retnruinto engagementwith thewheels of the empty carthe empty car will be driven off the platform. The loaded car will nowbe passed onto the platform and will be stopped by the checksc,whereupon the loaded car will then be dumped. The above operationmaybe repeated as often as desired. It will be seen that the entireaction is automatic, it being only necessary to lock or unlock thetipple by actuating the leversf. This done,the operation of dumping maygo on as long as desired. t-ipples may be placed in line, one afteranother, on a single track, and each tipple being provided with a leverf, these levers may be arranged immediately adjacent to each other, sothat one operator standing by the levers may throw into or out of actionany of the tipples desired, thusdumping the con tents of the variouscars in their proper places.

Having thus described our invention, we claim as new and desire tosecure by Letters Patent- 1. In a car-tipple, the combination of arockin g platform, counterbalanced to lie normally in a horizontalposition, means on the platform for releasably holding the car, saidmeans being normally active, means for releasably locking the platformhorizontally, said means being normally inactive, and operating devicesfor both of said means, the operating devices being actuated by an appreaching car.

2. In a car-nipple, the combination of a rock ing platformcounterbalanced to lie normally in a horizontal position, means on theplatform for releasably holding the car, said means being normallyactive, means for releasably locking the platform horizontally,

As before intimated, any number of horizontal, a car-chock, a lock forholding the platform horizontal, means actuating the chock and lock inunison to hold the chock normally active and the lock normally inactive, and two operating devices for said means, one being actuated by anapproaching car and the other being momentarily actuated.

4. In a car-tipple, the combination of a platform counterbalanced to lienormally horizontal, a car-chock on the platform, a lock device forreleasably locking the platform in a horizontal position, meansactuating the chock and lock in unison to hold the chock normally activeand the lock normally inactive, and a device actuated by an approach ingcar for actuating said means, whereby to temporarily throw the chockinto inactive position and the latch into active position.

5. In a car-tipple, the combination of a rocking platform, means on theplatform for releasably holding the car thereon, means for releasablyholding the platform against rocking movement, and operating devices forboth of said means, the said operating devices being in the path of anapproaching car to be actuated thereby.

6. In a cartipple, the combination of a tilting platform, a wheel-chockthereon, a lock for holding the platform normally horizontal, meansactuating the chock and lock, to hold the check normally active and thelock normally inactive, a lever connected with said means, and a deviceactuated by an approaching car for imparting movement to the lever, forthe purpose specified.

7. In a car-tipple, the combination of a tilting platform, a Wheel-chockthereon, a lock for holding the platform normally horizontal, meansactuating the chock and lock, to hold the chock normally active and thelock normally inactive, a lever connected with said means, a deviceactuated by an approaching car for imparting movement to the lever, forthe purpose specified, and a manually-opera tive device in connectionwith the lever, for actuating it.

8. In a car-tipple, the combination of a tilting platform, wheel-chocksmounted thereon, means for locking the platform normally horizontal, asliding bar to which the checks and said locking means are connected, aspring actuating said rod to hold the checks normally active and thelock thereon inactive, a lever arranged to actuate the sliding rod whenthe platform is horizontal, and means for operating the lever.

9. In a car-tipple, the combination with a railway-track having a braketherein, of a rocking cradle, set in said brake and comprisingrail-sections registering with the rails of the track, Wheel-chocksmounted on the cradle, a lock for holding the cradle with itsrail-sections in registry with the rail-sections of the track, aspring-actuated member connected With the chock and with the lock, forthe purpose specified, a lever serving to actuate said spring-actuatingmember, means connected with the lever for operating it by anapproaching car, and an additional means connected with the lever foroperating it momentarily.

In testimony whereof We have signed our names to this specification inthe presence of two subscribing witnesses.

CHARLES GESKE. CHRISTIAN MILLER.

\Vitnesses:

BURTON E. BENNETT, W. T. GIBSON.

